U.S. patent number 6,042,131 [Application Number 08/984,982] was granted by the patent office on 2000-03-28 for vehicle rear suspension system.
Invention is credited to Joseph Allen Bailey.
United States Patent |
6,042,131 |
Bailey |
March 28, 2000 |
Vehicle rear suspension system
Abstract
A vehicle rear suspension system comprises a cross member having
pivot mounts extending rearwardly and inwardly therefrom and
mounting plates connected to respective vehicle frame members. A
left cross member portion is aligned with a right cross member
portion, and a middle cross member portion is located above the
left and right portions. Left and right upper control arms have
front ends pivotally connected to adjustable front box receivers
and rear ends pivotally connected to a differential housing. Each
front box receiver is fixed to a respective one of the pivot mounts
and has a plurality of adjustment openings for adjusting mounting
points of the front ends of the upper control arms. Left and right
lower control arms have front ends pivotally connected to front box
receivers and rear ends pivotally connected to respective axle
tubes extending from the differential housing. The front box
receivers for the lower control arms are fixed to respective ones
of the frame members on an inboard side thereof such that the front
ends of the lower control arms are closer to a vehicle centerline
than the rear ends of the lower control arms.
Inventors: |
Bailey; Joseph Allen
(Jacksonville, FL) |
Family
ID: |
25531086 |
Appl.
No.: |
08/984,982 |
Filed: |
December 4, 1997 |
Current U.S.
Class: |
280/86.75;
180/352; 280/124.116; 280/124.156 |
Current CPC
Class: |
B60G
9/02 (20130101); B60G 7/006 (20130101); B60G
2204/143 (20130101); B60G 2204/4302 (20130101); B60G
2204/61 (20130101) |
Current International
Class: |
B60G
9/02 (20060101); B60G 9/00 (20060101); B60G
009/02 () |
Field of
Search: |
;280/86.757,86.751,86.75,124.116,124.156 ;180/349,352,348,378 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: English; Peter C.
Claims
What is claimed is:
1. A vehicle rear suspension system (10) comprising:
a cross member (12) having a left portion (12L), a right portion
(12R) and a middle portion (12M), each of the left and right
portions having a pivot mount (12LA, 12RA) extending rearwardly and
inwardly therefrom and a mounting plate (12LB, 12RB) connected to a
respective vehicle frame member (20L, 20R), the left portion being
aligned with the right portion, and the middle portion being
located above the left and right portions;
left and right upper control arms (14LU, 14RU) each having a front
end pivotally connected to an adjustable front box receiver (14LA,
14RA) and a rear end pivotally connected to a differential housing
(22) at a respective differential housing mounting point such that
the rear ends of the upper control arms are closer to a vehicle
centerline than the front ends of the lower control arms, each
front box receiver being fixed to a respective one of the pivot
mounts (12LA, 12RA) and having a plurality of adjustment openings
for adjusting mounting points of the front ends of the upper
control arms; and
left and right lower control arms (16LL, 16RL) each having a front
end pivotally connected to a front box receiver (16LA, 16RA) and a
rear end pivotally connected to a respective axle tube extending
from the differential housing (22), the front box receivers for the
lower control arms being fixed to a respective one of the frame
members (20L, 20R) on an inboard side of the respective frame
member such that the front ends of the lower control arms are
closer to the vehicle centerline than the rear ends of the lower
control arms.
2. A vehicle rear suspension system as set forth in claim 1 wherein
the cross member, lower control arms and upper control arms are
formed of square tubing.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to a vehicle rear end suspension
system. More particularly, the present invention relates to a
vehicle rear end suspension system having improved geometry to
effectively apply traction to rear wheels under acceleration.
2. Description of the Prior Art
Vehicle suspension systems are well known in the art. Due to the
different configurations of vehicles and varying centers of
gravity, there exists a need for a universal adjustable rear end
suspension system which can be utilized by most all makes and
models of vehicles.
Comparison of the present invention to "Morrison/Gazan" system
POINT 1
The "Morrison/Gazan" system uses Round Tubing in both upper and
lower control arms. The present invention uses Square Tubing.
Square Tubing is much more resistant to lateral forces than round
tubing would be.
POINT 2
The "Morrison/Gazan" system uses "Rod Ends" or "Hiem Joints" to
locate rear mounting point of upper control arms. The present
invention system uses a 3/16.times.21/2" thick boxed end and a /2
shank grade 8 bolt to locate rear mounting point of upper control
arms. By N.H.R.A. rules the rod ends or heim joints used by
"Morrison/Gazan" system must be replaced every year at a higher
cost per piece. Method used in the present invention requires no
replacement once installed.
POINT 3
The "Morrison/Gazan" system requires the installation of a roll-bar
or cage in order to install an x-brace to keep side frame rails
from being pushed out of square. The present invention requires no
additional components to maintain frame rail alignment. The design
and placement of the cross member used to mount front ends of upper
control arms in the present invention eliminates this problem.
POINT 4
Because the Morrison/Gazan system is a bolt in system, it must rely
on the strength of factory mounting points or methods used for
locating front points of both upper and lower control arms. These
mounting points or methods have proven through the years to be
inadequate for serious high performance use. By design the present
invention system eliminates these weak spots by use of its
bulletproof designed upper and lower boxed receivers which are
welded into place.
POINT 5
If the owner of a valuable muscle car wanted to race his or her car
without adding a cage or roll-bar it could be done with the present
invention system installed. A roll cage or bar would detract from
the "money value" of the car. The Morrison/Gazan system requires a
roll cage or roll bar installed to allow for the x-brace needed to
maintain squareness of side frame rails. Lack of the appearance of
such roll cages and roll bars is also a desired effect in sleeper
type cars (sleeper: a car that appears to have no performance
improvements). Further, the Morrison/Gazan system is designed
specifically for one model and platform of vehicle. The present
invention is adaptable to a variety of models and platforms.
POINT 6
The present invention also allows upon installation the ability to
set pinion angle at static ride height so that under "Torque
Situations" the proper pinion angle is achieved. The fact that the
present invention system incorporates "replacement" lower-front box
receivers that require desired positioning and welding upon
installation allows this feature.
Numerous innovations for a vehicle rear end suspension system have
been provided in the prior art that are described as follows. Even
though these innovations may be suitable for the specific
individual purposes to which they address, they differ from the
present invention as hereinafter contrasted.
In U.S. Pat. No. 5,522,469, titled Vehicle Traction Enhancement
Device, invented by Haruyuki Hosoya, a vehicle traction enhancement
device is formed of a suspension attached to a frame of a vehicle,
a drive axle mounted on the frame through the suspension, a driven
axle mounted on a frame, a bracket mounted on the drive axle
substantially parallel to the frame, and an air spring mounted
between the bracket and the frame. The air spring receives
compressed air therein for expansion thereof when the vehicle
starts to move to thereby increase pressure of drive axle tires
attached to the drive axle relative to a ground.
The patented invention differs from the present invention because
the patented invention is designed to function with a second rear
axle on a vehicle equipped with two rear axles, only one of which
is driven. A device pushes the drive axle downward as the vehicle
starts moving increasing the downward pressure on the road. The
features of the patented invention are not similar to the present
invention.
In U.S. Pat. No. 5,228,719, titled Automotive Active Suspension
System for Anti-Rolling Control, invented by Kensuke Fukuyama,
Naoto Fukushima, Yosuke Akatsu, Itaru Fujimura and Masaharu Sato,
an automotive suspension control system for anti-rolling motion
control is provided. This system serves to adjust wheel loads
acting on driven wheels when a wheel speed difference between the
driven wheels is greater than a preselected value, concluding that
slippage occurs at one of the driven wheels, the adjustment is
carried out for securing traction of a slipping driven wheel. The
system is responsive to lateral acceleration acting on a vehicle
body to decrease a degree of adjustment of the wheel loads
according to increase in the lateral acceleration for enhancing
cornering stability on road surfaces having different friction
coefficients.
The patented invention differs from the present invention because
the patented invention is a device which adjusts wheel loads acting
on driven wheels when a wheel speed difference between the driven
wheels is greater than a preselected value. The patented invention
lacks features similar to the present invention.
In U.S. Pat. No. 4,993,729, titled Vehicle Suspension, invented by
John S. Payne, an over the highway truck or tractor suspension with
traction enhancement. Air springs are provided for the rear axles
of a 2.times.6 vehicle. Normally the load is evenly divided between
driven and tag axles. When enhanced traction is desired, the tag
axle springs are communicated with an auxiliary tank to reduce
pressure in them while air under pressure is supplied to the driven
axle springs to increase the pressure in them and thereby increase
the portion of the load on the driven axle to provide enhanced
traction.
The patented invention differs from the present invention because
the patented invention is a device which adjusts wheel loads acting
on driven wheels when a wheel speed difference between the driven
wheels is greater than a preselected value. The patented invention
lacks features similar to the present invention.
In U.S. Pat. No. 4,840,394, titled Articulated Suspension System,
invented by Donald B. Bickler, a vehicle is provided which
maintains a substantially constant weight, and therefore traction,
on all wheels, despite one wheel moving considerably higher or
lower than the others, while avoiding a very soft spring
suspension. The vehicle includes a chassis or body to be supported
and a pair of side suspensions at either side of the body. In a
six-wheel vehicle, each side suspension includes a middle wheel,
and front and rear linkages respectively coupling the front and
rear wheels to the middle wheel. A body link pivotally connects the
front and rear linkages together, with the middle of the body link
rising or failing by only a fraction of the rise or fall of any of
the three wheels. The body link pivotally supports the middle of
the length of the body. A transverse suspension for suspending the
end of the body on the side suspensions includes a middle part
pivotally connected to the body about a longitudinal axis and
opposite ends each pivotally connected to one of the side
suspensions along at least a longitudinal axis.
The patented invention differs from the present invention because
the patented invention is a device which adjusts wheel loads acting
on the ground to evenly distribute the weight of the vehicle across
all of the wheels. The patented invention lacks features providing
increased traction to the ground from the drive train.
In U.S. Pat. No. 4,415,140, titled Net Hauling Sheave Device with
Tailing Pressure Wheel, invented by Kenneth J. Deering, the presser
wheel support comprises a depending support arm pivotally connected
to the end of a cantilevered arm projecting at a downward slope in
the tailing direction from a net hauler sheave frame member
preferably in the form of a transverse suspension plate overlying
the net hauler sheave. A fluid operated jack interacting between
the hauler sheave frame and the support arm generally in the common
plane of the hauler sheave and presser wheel urges the wheel
yieldably against netting descending in the main hauler sheave
groove so as to increase the hauling traction and hauling force
exerted on the netting to avoid slippage and damage of netting.
The patented invention lacks features similar to the present
invention.
In U.S. Pat. No. 4,159,126, titled Model Racing Car having an
Improved Rear Wheel Suspension, invented by Roger W. Raleigh, a
rear wheel suspension system for a model racing car, the motor,
rear axle and rear wheels are all supported from a supporting
platform which is spring mounted to the chassis via the
intermediary of a pair of springs, preferably coil springs,
disposed in laterally spaced positions on opposite sides of the
longitudinal center line of the chassis. A third point of
attachment between the supporting platform and the chassis is
provided at a point longitudinally spaced from the pair of mounting
springs. The suspension system is so arranged as to permit a
relative twisting action between the mounting platform and the main
portion of the chassis so as to permit twisting or rotation of the
supporting platform about both the longitudinal axis of the chassis
and an axis transverse to the chassis, whereby independent
suspension of the wheels is obtained relative to the chassis for
improved stability and traction.
The patented invention differs from the present invention because
the patented invention is a rear wheel suspension system for a
model racing car. Although the patent invention has to do with a
rear suspension system, the patented invention lacks features
similar to the present invention.
In U.S. Pat. No. 4,007,949, titled Vehicle Wheel Loading Bar and
Mounting Arrangement, invented by John A. Norcia and Raymond E.
Bickar, a loading bar is mounted on a leaf spring of a racing
vehicle rear axle suspension system to increase traction on the
vehicle tires during acceleration. Strut tube and strap members are
mounted in a spaced relationship on the vehicle leaf spring
rearwardly and adjacent to the vehicle axle by a pair of U-bolts
and reinforcing plates. The tube and strap members extend
rearwardly from the axle and are joined at their extended ends by a
wheel bracket and a strut tube adjusting channel. The strut tube
extends in an upwardly angled direction between the adjusting
channel and axle, with the strap member being generally parallel
with respect to the ground or racetrack. A wheel or roller is
mounted on the wheel bracket and is spaced above the ground when in
static condition. The loading bar is readily adjustable on the leaf
spring to change the traction aiding effect thereof Upon rapid
acceleration of the vehicle, the torque loading and rotation of the
differential housing deflects the leaf spring in an area adjacent
the spaced mounting of the loading bar which pivots the loading bar
wheel into contact with the ground. The leverage gained from the
loading bar forces the rear driving wheels of the vehicle down onto
the pavement with more force than that gained from the weight
transferred along. momentarily increasing the traction on the
tires.
The patented invention differs from the present invention because
the patented invention is a loading bar is mounted on a leaf spring
of a racing vehicle rear axle suspension system to increase
traction on the vehicle tires during acceleration. The patented
invention prevents the front of the vehicle from rising during
acceleration. The patented invention attaches only to the rear
spring.
Numerous innovations for a vehicle rear end suspension system have
been provided in the prior art that are adapted to be used. Even
though these innovations may be suitable for the specific
individual purposes to which they address, they would not be
suitable for the purposes of the present invention as heretofore
described.
SUMMARY OF THE INVENTION
The present invention relates to a vehicle rear end suspension
system. More particularly, the present invention relates to a
vehicle rear end suspension system having improved geometry to
effectively apply traction to rear wheels under acceleration. The
main purpose of the present invention is to achieve maximum
traction under acceleration with a narrower tire/wheel combo than
would normally be possible. The present system was designed to
drastically improve rear wheel traction by way of superior
suspension geometry, and, at the same time eliminate weak spots in
factory built three and four link rear suspension systems. The
present invention was designed to be used with General Motors 10 or
12 bolt rear-ends set up for four link systems. These rear-ends
normally have many more gear sets available than do other rear-end
types.
Since the present invention was designed to be an integral part of
the car and not just an add-on item, it was built to be used in
high horsepower applications without failure. The present invention
places the lower control arms parallel to the ground. The front
mounting point is mounted by boxed receivers with integral frame
mounts, and rear mounting points locate to factory mounts on axle
housing ends. The upper control arms rear mounting points are
located on top of rear-end housing in stock location. By using a
new cross member to relocate front mounting points approximately
six inches lower than stock, this creates the improved geometry
that applies the tremendous down-force evenly on rear tires.
The installation of the system also addresses the problem of the
rear axle being cocked diagonally in-between the side frame rails.
For the first time ever, in a kit form, the installer is able to
correct wheel base geometry that was built incorrectly at the
factory. The present invention was built to take serious abuse
while maintaining precision operation at all times, and at the same
time will provide an acceptable ride quality for every day use on
the street.
The types of problems encountered in the prior art are rear end
suspension systems that are not adaptable to different
vehicles.
In the prior art, unsucessful attempts to solve this problem were
attempted namely: making different models of vehicle suspension
systems. However, the problem was solved by the present invention
because it is adjustable to conform to different vehicles.
Innovations within the prior art are rapidly being exploited in the
field of automotive accessories.
The present invention went contrary to the teaching of the art
which teaches various configurations of suspension systems
differing from the present invention.
The present invention solved a long felt need for an adjustable
suspension system.
The present invention produced unexpected results namely: traction
was increased on slippery road conditions resulting in less
accidents to the user.
A synergistic effect was produced utilizing the present invention
due to the following facts and results from experimentation: by
increasing traction and reducing fatalities and accidents, it may
be possible to re-classify a vehicle using the present invention
into a lower cost insurance premium class.
Accordingly, it is an object of the present invention to provide a
vehicle rear suspension system.
More particularly, it is an object of the present invention to
provide a vehicle rear suspension system having a cross member, two
upper arms, and two lower control arms having front boxed receivers
with integral frame mounts.
In keeping with these objects, and with others which will become
apparent hereinafter, one feature of the present invention resides,
briefly stated, in the cross member having a left cross member
portion, a right cross member portion and a middle cross member
portion.
When the left cross member portion is designed in accordance with
the present invention, it has a left cross member pivot mount and a
left cross member to frame mounting plate.
In accordance with another feature of the present invention, the
right cross member portion has a right cross member pivot mount and
a right cross member to frame mounting plate.
Yet another feature of the present invention is that the left upper
control arm has a left upper control arm front box receiver with
multiple mounting points in its opening, and a left upper control
arm rear boxed end.
Still another feature of the present invention is that the right
upper control arm has a right upper control arm front box receiver
with multiple mounting points in its opening, and a right upper
control arm rear boxed end.
Still yet another feature of the present invention is that the left
lower control arm has a left lower control arm front boxed end.
Another feature of the present invention is that the right lower
control arm has a right lower control arm front boxed end.
The novel features which are considered characteristic for the
invention are set forth in the appended claims. The invention
itself, however, both as to its construction and its method of
operation, together with additional objects and advantages thereof,
will be best understood from the following description of the
specific embodiments when read and understood in connection with
the accompanying drawings.
LIST OF REFERENCE NUMERALS UTILIZED IN THE DRAWINGS
10--vehicle rear suspension system (10)
12--cross member (12)
12L--left cross member portion (12L)
12LA--left cross member pivot mount (12LA)
12LB--left cross member to frame mounting plate (12LB)
12R--right cross member portion (12R)
12RA--right cross member pivot mount (12RA)
12RB--right cross member to frame mounting plate (12RB)
12M--middle cross member portion (12M)
14LU--left upper control arm (14LU)
14LA--left upper control arm adjustable front box receiver
(14LA)
14LB--left upper control arm rear boxed end (14LB)
14RU--right upper control arm (14RU)
14RA--right upper control arm adjustable front box receiver
(14RA)
14RAA--mounting openings of box receiver (14RAA) (not shown)
14RB--right upper control arm rear boxed end (14RB)
16LL--left lower control arm (16LL)
16LA--left lower control arm front box receiver (16LA)
16RL--right lower control arm (16RL)
16RA--right lower control arm front box receiver (16RA)
18--fastener (18)
20L--vehicle left frame (20L)
20R--vehicle right frame (20R)
22--vehicle rear end housing (22)
24--drive shaft (24)
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a top view of a vehicle rear suspension system.
FIG. 2 is a left side view of a vehicle rear suspension system
mounted on a vehicle right frame rail.
DESCRIPTION OF THE PREFERRED EMBODIMENT
Firstly, referring to FIG. 1, a vehicle rear suspension system (10)
comprises a cross member (12) which comprises a left cross member
portion (12L) having a left cross member pivot mount (12LA)
extending therefrom and a right cross member portion (12R) having a
right cross member pivot mount (12RA) extending therefrom and a
middle cross member portion (12M). The left cross member portion
(12L) is mountable onto a vehicle left frame (20L) by a left cross
member to frame mounting plate (12LB). The right cross member
portion (12R) is mountable onto a vehicle right frame (20R) by a
right cross member to frame mounting plate (12RB). The middle cross
member portion (12M) is positioned higher than an alignment between
the left cross member portion (12L) and the right cross member
portion (12R) functioning to provide space for a drive shaft (24)
to rotate thereunder.
The vehicle rear suspension system (10) further comprises a left
upper control arm (14LU) connected at a front distal end to a left
upper control arm adjustable front box receiver (14LA) and
connected at a rear distal end to a left upper control arm rear
boxed end (14LB) mounted on a vehicle rear end or differential
housing (22). The mounting means are preferably removably
insertable fasteners (18). The right upper control arm (14RU) is
connected at a front distal end to a right upper control arm
adjustable front box receiver (14RA) and connected at a rear distal
end to a right upper control arm rear boxed end (14RB) mounted on
the vehicle rear end housing (22). Rear mounting points of the
upper control arms (14LU, 14RU) and the lower control arms (16LL,
16RL) are mounted in stock locations such as ears on top of a
General Motors (TM) 10 or 12 bolt housing and brackets on the axle
tube ends (stock location). The left upper control arm adjustable
front box receiver (14LA) is securely affixed to the left cross
member pivot mount (12LA). The left upper control arm rear boxed
end (14LB) is securely affixed to the vehicle rear end housing
(22).
The vehicle rear suspension system (10) further comprises a left
lower control arm (16LL) connected at a front distal end to a left
lower control arm front box receiver (16LA) securely mounted on the
vehicle left frame (20L). The right lower control arm (16RL) is
connected at a front distal end to a right lower control arm front
16 box receiver (16RA) securely mounted on the vehicle right frame
(20R). The vehicle rear suspension system (10) is manufactured from
a material selected from a group consisting of metal, metal alloy,
plastic, plastic composite and carbon-graphite. The preferable
material is metal or metal alloy.
Referring to FIG. 2 which is a left side view of a vehicle rear
suspension system (10) mounted on a vehicle right frame (20R). The
right upper control arm (14RU) is mounted at a front distal end to
the right upper control arm adjustable front box receiver (14RA).
The right upper control arm (14RU) and right lower control arm
(16RL) are manufactured from box tubing.
The right upper control arm adjustable front box receiver (14RA)
comprises a plurality of upper/lower mounting points for box
receiver openings (14RAA) for securely fastening the right upper
control arm (14RU). The lower mounting point box receiver opening
moves an instant center toward the rear of a car (increases
traction). The upper mounting point box receiver opening moves the
instant center toward the front of the car (decreases traction).
Under acceleration, force is applied through the right upper
control arm (14RU) to create a downward force on rear tires.
Modifications required are as follows: Control arm bushings on
General Motors 10 or 12 bolt rear-end must have "fat" part on each
end of bushing trimmed back even with outer metal shell of bushing.
Inner metal sleeve also needs to be trimmed even with outer metal
shell of bushing. The only other modification required to install
the vehicle rear suspension system (10) is to remove the two
brackets used by the factory to mount the front mounting point of
lower control arms. Simply grind away the two bottom welds
(approximately 1" long) on each side on bottom of side frame rails
where lower control arms are mounted on front points of lower
control arms and remove factory mounts (on three and four link
factory models).
The control arms in the vehicle rear suspension system (10) kit are
designed to use any one of three types of bushings, as follows:
1. Solid machined steel bushings . . . steel bushings provide
quicker response from suspension system and transfers the most
captured force to the rear tires. Steel bushings have grease
fittings installed.
2. Polyurathane bushings . . . poly-bushings give a little smoother
ride than steel, but are still very firm; traction is almost the
same as with steel bushings.
3. O.E.M. rubber bushings . . . these provide best ride quality
every day on the street but still deliver outstanding traction.
The total vehicle rear suspension system (10) system consists
of:
1. One 3/16" wall thickness.times.21/2".times.21/2" box tube cross
member with pivoting front-upper adjustable boxed receivers
mounted. The cross member is cut oversized to fit most frame
widths.
2. Two front-lower boxed receivers with integral frame mounts,
3/16" wall thickness.times.21/2".times.21/2" box tube--frame mounts
(integral) 3/16".times.3".times.21/2" angle iron.
3. Two lower control arms: 2" box tube, 3/16" wall thickness 22"
center to center of bushings.
4. Two upper control arms: 2" box tube, 3/16" wall thickness 11"
center to center of bushings and 21/2".times.3/16" wall thickness
boxed ends, mounted on rear-end of upper control arms, made to
mount on bushings on top of 10 or 12 bolt G.M. rear-end
housing.
5. Two cross member to frame mounting plates, 1/8" diamond plate
steel. (Fabricated boxed plates).
6. Eight gold-irradiated grade 8 bolts, 1/2".times.4", with nylon
lock-nuts.
The vehicle rear suspension system (10) may also be installed in
any vehicles with full side frame rails, including pick-ups and
vans. This is designed as a weld-in kit with very little frame
modification requirements.
It will be understood that each of the elements described above, or
two or more together, may also find a useful application in other
types of constructions differing from the type described above.
While the invention has been illustrated and described as embodied
in a vehicle suspension system, it is not intended to be limited to
the details shown, since it will be understood that various
omissions, modifications, substitutions and changes in the forms
and details of the device illustrated and in its operation can be
made by those skilled in the art without departing in any way from
the spirit of the present invention.
Without further analysis, the foregoing will so fully reveal the
gist of the present invention that others can, by applying current
knowledge, readily adapt it for various applications without
omitting features that, from the standpoint of prior art, fairly
constitute essential characteristics of the generic or specific
aspects of this invention.
What is claimed as new and desired to be protected by Letters
Patent is set forth in the appended claims:
* * * * *